Automatic change-speed transmission



Sept. 21, 1948. Q BANKER I ,9

wrommc CHANGE-SPEED TRANSMISSION I i a Sheets-Sheet 1 Sept. 21-, 1948.O. H. BANKER 2,449,964

' AUTOMATIC CHANGE-SPEED TRANSMISSION Fil'ed Sept. 19, 1940 8Sheets-Sheet 2 f jl Sept. 21, 1948. o; H. BANKER AUTOMATIC CHANGE-SPEEDTRANSMISSION Filed Sept. 19. 1940 8 Sheets-Sheet 3 Sept. 21, 1948; o. H.BANKER 2,449,964

AUTOMATIC CHANGE-SPEED TRANSMISSION s Sheets-Sheet 4 Filed Sept 19 1940ra /21 0f;

Sept 21, 1948. o. H. BANKER AUTOIA'LO CHANGE-SPEED mmsmssmu 8Sheets-Sheet 5 Filed Sept. 19, 1940 far @rar/YflazzXer Sept. 21, 1948. io. H.- BANK ER 2,449,964 I AUTOMATIC CHANGE-SPEED TRANSMISSION FiledSept. 19, 1940 8 Sheets-Sheet e 51' J2 5 j 14? v o. H. BANKER 2,449,964

. AUTOMATIC CHANGE-SPEED TRANSMISSION a Sheets-Sheet '7 7 Filed Sept.19, 1940.

Sept. 21, 1948.

Patented Sept. 21, 1948 AUTOMATIC CHANGE-SPEED 'rmmsmssron Oscar H.Banker, Chicago, Ill., assignor to New Products Corporation, Chicago,111., a corporation of Delaware Application September 19, 1940, SerialNo. 357,388

1 This invention has to do with a change-speed transmission of the typesuitable for use upon motor driven vehicles although its use is notnecessarily restricted to this field.

The objects of the present invention include the provision of:

An improved compact change-speed transmission having a plurality ofspeed ratio ranges in each of which the change of ratio is automaticallyeffected, and manually actuated control means for determining theautomatic range in which the transmission shall operate.

A transmission as the aforesaid in which the manual supervision isoptionally actuatable cooperably with the automatic control to causesuccessive establishment of power trains between driving and drivenmembers in the order of their power transmitting ratio or in otherselected order for either increasing or decreasing the ratio of thepower transmitting connection.

A transmission in which optional power trains are selectivelyestablished in driving relation by the meshing of driving and drivencomponents of overrunning jaw clutches respectively pertaining to suchpower trains upon deceleration of the drive shaft sufficiently to incursynchronization of mated driving and driven components, and manuallycontrolled means for conditioning said clutches to predetermine whichshall mesh upon synchronization of its components. I

An improved transmission combining in a single gear box a simplifiedunitary structure enabling a vehicle operator to conveniently establishthe customary driving ratios and to additionally establish a drivingratio corresponding to overdrive in the conventional manner ofpermitting momentary deceleration of the transmission drive shaft.

A transmission having a one-way drive device in series with a low speedpower train to enable the establishment of higher speed powertrainswithout demobilization of the low'speed train, and lockout means for theone-way-drive device for preventing automatic establishment of a higherspeed train.

Change-speed transmission gearing in which the direction of powertransmission between meshed gears required for certain power trains isreversible to avail additional power trains.

A new control means normally settable to predetermine which of selectivepower trains shall become effective upon a subsequent automatic shiftingaction. r

A novel central control means settable in a se ries of successivepositions for respectively estab- 32 Claims. (-01. 74336) upon the line3-3 of Fig. 2.;

'trating a throttle control pedal .I lishing a reverse drive powertrain, for determining which of the automatic transmission shall bemobilized, and for effectin the aforesaid one-way-drive device lockoutmeans while the reverse power train is established and duringmobilization. for one of said ranges. J

New thrust bearing means for a helical gear journalled on one shaft andclutchable to a coaxial shaft and having axial thrusts imparted theretoin opposite directions respectively when driving and when being drivenby a gear with which it is meshed.

Improved means operable at any time under the instant control of theoperator for disconnecting the higher speed power train of eitherautomatic range of the transmission. I

A new change-speed transmission operable to automatically change from alower to a higher speed power train while skipping an intermediate speedtrain but controllable to facilitate a manual change at will from thehigher of said trains to the intermediate thereof.

A change-speed transmission embodying four forward speed power trainsand including controls enabling automatic shifting between the secondand fourth trains and manual shifting at will from the fourth to thethird train or from any of the higher of such trains to the first train.

Additional objects will become apparent from the appended claims andupon reading the following description with reference to the annexeddrawing, wherein: I f

Fig. 1 is a vertical view partly in section and taken axially through achange-speedtransiliission embodying one form of the invention} Fig. 2is a plan view of the transmission shown in Fig. 1; v

Fig. 3 is a sectional view taken substantially Fig. 4 is a sectionalview the line 4-4 of Fig. 2;

Fig. 5 is a sidelelevational line 5-5 of Fig. 2;

Fig. 5a is a fragmentary sectional view illusand diagrammattakensubstantially on view taken on the ically represented .electric toggleswitch controlled thereby Fig. 6 is a fragmentary view illustrating aman;

ually settable control cam occupying the position power train of thetransmission;

Fig. 7 shows the control cam set to condition the transmission foroperation in the'speed range involving first and third speeds;

Fig. 8 shows the controlcam set to condition ranges in which the 3 thetransmission for operation in the speed range involving second andfourth speeds;

Fig. 9 shows the control cam set to condition the transmission in themanner described with respect to Fig- 8, and further for actuating alockout for a one-way-drive device which is in series with the first andsecond speed power trains;

Fig. 10 is a view similar to Fig. 1 but illustrating a modified form oftransmission constructed according to the principles of the invention;

Fig. 11 is a side elevational view of the control cam for the powertrains of the modified transmission, said cam being shown in the neutralposition which corresponds to the position of the corresponding camillustrated in Fig. 3;

Figs. 12, 13, 14 and 15 correspond respectively to Figs. 6, '7, 8 and 9but illustrate the various positions of the control cam for the modifiedtransmission;

as explained hereinafter, it will Fig. 16 is a view similar to Fig. 1but illustrating a second modification Fig. 17 is a transverse sectionalview taken as indicated by the lines |1--|1 in Figs. 16 and 18;

Fig. 18 is a fragmentary view taken partly in section on the line |8|8in FIG. 1'7; and

Fig. 19 is a view similar to Fi 18 but with a modified form of speedcontrolled cam and with parts omitted for clarity.

Referring now to the drawings, the embodiment shown in Figs. 1 to 9inclusive will be described first. figures is enclosed in a gear box 26having a bottom wall 2|, front and back end walls 22 and 23 and a topopening 24 normally closed by a cover plate 25.

Coaxial drive and driven shafts 26 and 21 are respectively Journalled inbearings generally designated 28 and 29 and carried in the front andback walls 22 and 23. As is customary in the art, a reduced front endsection 30 of the driven shaft" is piloted upon needle bearings 3|within a recessed bearing section 32 in the back end of the drive shaft26. A gear 33 which is integral with the enlarged back end of the driveshaft 26 constantly meshes with a countershaft gear 34 which, by meansof a plurality of standard fastening means such as rivets 35, is securedto a flange 36 upon the left end of a long sleeve 31 which is journalledupon sets of needle bearings 38, 39 and 40 rotatable about the peripheryof a rod 4| fixed in the front and back walls of the gear box. Ajournalled association is established between the sleeve 31 for thecountershaft gear 34 and a countershaft 42 by a set of needle bearings43 and a ball bearing unit generally designated 44.

Normally a one-way-drive connection is established between thecountershaft gear 34 and the countershaft 42 by means of an overrunningclutch device 45 of well-known construction. the device comprising anouter friction ring driving member 46 integral with the gear 34, aplurality of clutch rollers 41, and an internal actuating member 48which is provided with a plurality of radially projecting cam sections(not shown) of the usual type for forcing the rollers 41 into wedgingrelation against the smooth annular inher periphery of the member 46when rotative force is applied tothe member 46 tending torotate it inone direction relatively to the actuator member 48 whereby said actuatormember is caused to rotate with the member 46 and for releasing therollers 41 from such wedged relation to per- The transmission shown inthese the transmission which has four mit relative rotative movementbetween the members 46 and 48 in the opposite direction. In the presentinstance the construction and arrangement of the overrunning clutchdevice 4| is such that when the drive shaft 26 is rotated clockwise. asviewed from its left end, for imparting clockwise movement to the gear33 and counterclockwise rotation to the gear 34 and the driving ring 48the rollers 41 will be caused to be wedged against said ring and theactuator member 46 caused to rotate with said ring. Rotative movement isimparted from the actuator or driven member 46 of the overrunning clutch46 to the countershaft 42 through a splined connection generallydesignated 46.

At times in the operation of the transmission, be desirable to lock outthe overrunning clutch 46 for establishing a two-way-drive connectionbetween the gear 34 and the counter-shaft 42, and this is accomplishedby means of internal jaw clutch teeth 66 and cooperable external Jawclutch teeth 6| upon a ring 62 which is internally splined at 63 to anextension of the actuator member 43. The ring 62 is provided with agroove 54 for receiving shoes 55 and 56 upon a shifter fork 61, Figs. 1and 3, by means of which the ring 62 is slidable axially to the left formeshing the teeth 66 and 6|. When the teeth and 6| are thus meshed thegear 34 is connected with the countershaft 42 in two-way-drivingrelation through said teeth II and 6| and the splined connections 63 and43.

First and second speed connections through forward speeds, are obtainedrespectively through gears 66 and 69 which are integral withthecountershaft 42. A reverse power train employs a gear 60 which isalso integral with the countershaft. The countershaft gear 68 drives agear 6| which is Journailed upon the driven shaft 21 whereas thecountershaft gear 69 drives a gear 62 which is also journalled upon thedriven shaft.

When the countershaft 42 is being rotated from the drive shaft 26through the power train including the gears 33 and 34, the overrunningclutch 45 and the splined connection 46, due to the ratio of the gears58 and 6| and of the gears 69 and 62, the gear 6| will be rotated at aslower speed than the gear 62, and these ratios are such that when thedriven shaft 21 is connected for rotation with the gear 6| the firstspeed driving ratio will prevail between the drive shaft-26 and thedriven shaft 21, and when the driven shaft 21 is connected for rotationwith the gear 62 the second speed driving ratio will prevail between thedrive shaft 26 and the driven shaft 21. Means for selectively connectingthe gears 6| and 62 with the driven shaft 21 includes a member 63 whichis splined to the driven shaft 21 and slidable axially thereon. The leftface of the member 63 carries a series of jaw clutch teeth 64 whichconstitute the right-hand counterpart of an overrunning jaw clutch 65 ofwhich the lefthand counterpart consists of complemental jaw clutch teeth66 on the gear 6|. In Fig. 1 it will be seen that the end faces of theteeth 64 and 66 are bevelled to enable the member 63 to be moved to theleft for pressing the ends of the teeth 64 against the ends of the teeth66 in ratcheting relation without clashing while said member 63 isrotating faster than the gear 6|. Such bevelling of the teeth 64 and 66is utilized in establishing the third speed power train as will beexplained presently.

The member 63 carries up n its right end a series of clutch teeth 81which constitute th left-handi counterpart of an overrunning jaw clutch88 of which the right-hand counterpart is formed of jaw clutch teeth 88which project axially from the left face of the gear 82. In the case ofthe clutch 68 it will be observed in Fig. 1 that the end faces of theteeth 81 and 88 are so bevelled that the member 63 may be shifted to theright for pressing the ends of these teeth in noiseless ratchetingrelation while the gear 82 is rotating clockwise relative to said member88. The splined member 63 is provided with a groove 18 for receiving ashifter shoe 1| which is pivotaily connected by trunnions 12 atdiametrically opposite of its sides with end bearings 13 carried by thebifurcations of a shifter fork 14. It is by nection 12-13 shown withrespect to the shifter fork I4.

Before describing the speed controlled means for actuating the shifterfork 88 and thus controlling the clutch 82, it will be explained how thethird and fourth speed power trains are established by means of theclutches 82, '85 and 88. As

the overrunning clutch 45 the gear 58 drives the gear 8| at low speedwith respect to the shaft 28 while the gear '58 drives the gear 82 atsecond speed with respect to the shaft 28. so that if the clutch 85 isclosed while theclutch 82 is disenmeans of this shifter fork that themember 83 is slid axially to the right or left for respectively meshingthe teeth of the overrunning jaw clutches 88 or 85.

It will be understood that synchronizer devices of the blocker or othertype may be used in con-- junction with the overrunning jaw clutchesherein shown or ordinary jaw clutches may be substituted with suchsynchronizer devices, but the Jaw clutches shown operate satisfactorilyand are less expensii're.

Attention is also directed at this time to a gear 15 which is integralwith the splined member 63 and which is aligned in a common plane withthe countershaft reverse gear 88 when the splined member 83 is in theneutral position wherein neither clutch 65 nor 88 is engaged. When themember 83 is in this neutral position and the gears 88 and 1 5 arethusaligned, the reverse power train may be established by sliding areverse idler gear 16, F gs. 1 and 3, axially into mutual mesh with thegears 68 and 15.. In Fig. 3 the reverse idler gear 18 is shown mountedupon a bearing rod 11 and has an integral collar 18 which is engaged'bya shifter fork 18 of which the 'hub 88 is slidably mounted upon ashifter fork rod 8| having its opposite ends mounted in sections of thetwo gear box end walls 22 and 23.

' The manner in which the shifter fork 18 is actuated for controllingthe axial position of the reverse idler gear 16 Will be explainedpresently.

Third and fourth speeds are obtained by power trains including anoverrunning jaw clutch 82 having a left-hand counterpart comprisingteeth 83. extending axially from'the drive shaft 28 and a right-handcounterpart comprising teeth 84 extending axially to the left fromstring 85 which is splined at 86 to a hub extension 81 of the gear 8|.The end faces of the clutch teeth 83 and 84 are bevelled in a manner topermit movement of the teeth 84 endwise against the teeth 83 innoiseless ratcheting relation while the gear 33 is rotating clockwiserelatively to the gear 8| and hence the ring 85. Such bevellingof theteeth 83 and 84 facilitates engagement of theclutch 82 by speedcontrolled means, which, upon attainment of a predetermined speed of thedrive shaft 28, provides for the ring 85 being yieldably urged to theleft so that establishment of a higher speed power train will beeffected upon momentary deceleration of said drive shaft forsynchronizing the teeth 83 with the teeth 84 whereby the teeth 84 areforced into mesh with the teeth 83 for effectuating the higher speedtrain.

Axial movement of the ring 85 is had by means of a shoe 88 of which aflange rides in a groove 88 of said ring and a shifter fork 88 of whichthe lower ends of the legs have a trunnion-bearing connection with theshoe 88 similar to the con- 7 88 for camming the stud I88 upwardly bymeans gaged the driven shaft 21 will be driven at low or first speedwhereas if the clutch 88 is closed while the clutch 82 is disengaged thedriven shaft 21 will-be connected with the gear 82 and driven at thesecond speed. Third speed is obtained by effecting concurrent closing ofthe clutches 65 and 82 whereby the drive and driven shafts 28 and 21 aredirectly connected through said clutch 82, the ring 85, splinedconnection 88, the ex-v tended hub 81 of the gear 8|, the clutch 88, andthe ring member 63 which is splined to the driven shaft. Meanwhile thegear 8| will drive the coun-tershaft gear 58 and the actuator or drivenmember 48 of the overrunning clutch 48 at an overspeed with respect tothe driving member 48 as permitted by the clutch rollers 41. While thegear 58 is thus being driven at the overspeed, since it is of lessdiameter than the gear 8|, the countershaft gear 58 will likewise bedriven at the overspeed and the ratios of'the gears 8| and 58 amid thegears 58 and 82 are so chosen that the gear 62 will be driven at aselected overdrive ratio with respect to the drive shaft 28. It will beseen, therefore, that if the clutch 68 is closed while the clutch 82 isclosed, that the clutch will be open and the driven shaft 21 will beconnected for rotation with the gear 82 at an overdrive speed which isthe fourth speed for the transmission.

A cross shaft 8|, Figs. 1, 2, 3 and 5, upon which the hub 82 of theshifter fork 98 is fixed, is journalled in the vertical side walls ofthe gear box. One end of the shaft 8|, as shown in Figs. 2 and 5, hasfixed thereto an arm 83 upon which a contraction spring 84 constantlyexerts a force that when uncontravened iseffective for rotating theshaft 8| clockwise as viewed in Figs. 1 and 5. The lower end of thespring 94 is secured to a pin 85 suitably anchored in a side wall of thegear box. A bearing stud 86 projecting outwardly from the gear box sidewall rotativeiy carries the hub 81 of a cam plate 88 in which there is anotch 88 engageable with .a stud |88 upon the arm 83 and when thecamplate 88 is disposed with said notch seating the stud I88 as shown inFig. 5 the arm 83 will be pivoted sufiiciently counterclockwise againstthe force of the spring 84 to place the shifter fork 88 in the positionillustrated again bearing pins I01 carried upon the inner ends of boltsI08 upon the housing and having heel portions I09 which bear against theleft end of a sleeve I I for shifting the same to the right upon theshaft 26 attaining suflicient speed for throwing the weights radiallyoutwardly. Any form of conventional detent (not shown) means may beemployed for yieldably resisting movement of the inertia weights fromboth their inner and outer positions so that they will movequickly'between these two positions upon the shaft 26 reaching criticalspeeds. Therefore, when the shaft 26 reaches a predetermined minimumspeed the weights I06 will be thrown quickly outwardly for shifting thesleeve I I0 to the right for rotating an arm I I I, a transverse shaft II2 to which said arm is fixed and journalled in the bell housing (notshown), the shaft I I2 being thuseffeotive for imobserved that the bolt204 may be depressed for effecting the opening of the clutch 82irrespective of whether the toe portion of the pedal 203 is depressedfor opening the vehicle throttle.

The shifter fork 14 for controlling the axial position of the member 63,Fig. 1, which carries counterparts of the overrunning jaw clutches 85and 68, has its hub II8 rotatively disposed upon a cross-shaft I I0,Figs. 1. 2 and 3 of which the opposite ends are joumalled in thevertical side walls of the gear box. A pair of helical wind-up partingclockwise rotation to an arm I I3, Fig. 5,

attached to the outer end thereof and hence endwise moti n, to theright, of a link II4 which interconnects the ends of the arms I I3 andIN A light s ring II5 which has one end attached to the gear box at H6and its opposite end to the arm I0l at I ll yieldably resists theendwise movement of the link H4 and consequently the outward radialmovement of the inertia weigh-ts I06. 80 long, however, as the shaft 26continues rotating at a speed above a predetermined minimum thecentrifugal force of the inertia weights will be sufficient formaintaining the spring I I5 extended and for holding the cam plate 98with the short radius profile section I02 thereof in registry with thestud I00 on the arm 93 to enable the spring 94 to apply effectiveclosing force to the clutch 82.

Disengagement of the clutch 82 is made possible at any time under thecontrol of the operator by mechanism including a solenoid S, Fig. 5, aniron core 200 slidable axially therein, a link 20I pivotally connectedat its lower end with said core, and an-arm 202 fixed to the shaft 9iand pivotally connected with the upper end of the link 20I. Energizationof the solenoid causes the core 200 and the link 20I to be urgeddownwardly with sufficient force to overcome the force of the spring 94whilerotating the shaft 9| counter-clockwise for disengaging the clutch82. Such disengagement of the clutch 82 is brought about at will forinstan-taneous shifting from fourth to second speed or from third tofirst speed, and energization of the solenoid is effected by depressingthe heel portion of the accelerator pedal 203, Fig. 5a, which -ispivotally anchored in the upper end of a reciprocal bolt 204. The thuslowered bolt 204 pivots a lever 205 of a toggle switch 206 for closing acircuit originating at ground and including a battery 207, a conductor208, said switch 206, a conductor 209, Figs. 5a and 5, the solenoid Sand a conductor 2I0 back to ground. A compressible spring 2| I beneaththe floor board 2I2 bears against a stop member 2 I3 fixed upon the bolt204 and against a bracket 2 secured to the under side of said board andserves to return the bolt 204 and the heel portion of the pedal 203 tothe position shown when the operator relieves them of the aforesaiddepressing force, whereupon the switch 206 is opened and the solenoid Sdeenergized. It will be springs I20 and I2I serve as means forconnecting the shifter fork hub II8 with the shaft H9. It will be seenin Fig. 2 that one end of the spring I20 is provided with a hook I22which engages a stud I23 upon the hub of an arm I24 which is rotativelyfixed to the shaft. I I 9 for imparting operative movement thereto. Thuswhen the arm I24 is rotated clockwise as viewed in Fig. 3, the shaft II9will be rotated clockwise, and incident to such clockwise rotation ofthe arm I24 the stud I23 will impart a clockwise winding motion to theouter end of the spring I20 as this spring would be viewed from itsinner end. This winding up of the spring I20 causes the hook I25 at itsinner end to apply force to a stud I26 upon the hub of the shifter fork14 for urging this shifter fork to rotate clockwise for pressing the endfaces of the teeth 64 against the end faces of the teeth 66 of theclutch 65, the spring I20 being wound sufficiently to force the teeth 64into mesh with said teeth 66 when the member 63 and the gear 6| aresynchronized. The tension of the spring I20 for forcing the member 63 tothe left maybe increased by placing the hook I25 about a stud I2'I onthe shifter fork huh I I8, or. "the tension of the spring I20 may bedecreased by associating the hook I25 with the stud I28. When the armI24 is rotated counter-clockwise, corresponding rotation is imparted tothe shaft I I9 and a collar I29 which is fixed to said shaft. A stud I30on the collar I29 thereby becomes effective while co-acting with a hookI3I upon the outer end of the spring I2I for winding up this springwhile a hook I32 at t e inner end thereof bears against the stud I33upon the shifter fork hub II8. In this manner the spring I2I isenergized for urging the end faces of the teeth in the clutch 68together and for sliding the teeth 61 into mesh with the teeth 69 uponsynchronization of the clutch counterparts. The force with which theseclutch teeth are urged into mesh may be regulated by attaching the hookI32 of the spring I2I with either of the studs I34 and I35. which havedifferent positions circumferentially of the shifter fork I I8.

Operative movement of the arm I24 and of the shaft I I9'is accomplishedand controlled by a cam plate I36 which has-a slot I31 in which there isdisposed a stud I38 carried by said arm I24. This cam plate I36 iscarried upon a shaft I39, Figs. 3 and 4, which also carries a pinion I40that meshes with a rack I4I encased within a sleeve generally designatedI42 and comprising a part of a housing I43 which is secured to the outerside of a side wall of the gear box. Means for moving the rack I4Ien-dwise in either direction may be in the form of a flexible cable I44disposed within a sheath I45. One end of the cable I44 will extend intothe driver's compartment of a motor driven vehicle upon which thetransmission may be installed and within convenient reach for manualmanipulation by an operator.

The various camming profiles upon the cam plate I36 will be pointed outand explained in the ensuing description of operation.

First typical operation of the transmission It will be assumed that avehicle upon which the transmission is installed stands at rest with thetransmission in the neutral position illustrated in Figs. 3 and 5. Thesplined member 63 upon the cam I36 is disposed beneath a stud I41 uponthe end of an arm I48 of which the hub is fixed upon the cross shaft9land thereby maintaining the shifter fork 90 pivoted counter-clockwise asviewed in Fig, 1 for holding the c1utch 02 disengaged. ,Also at thistime a short radius section I49 of the cam plate I36 is in registry witha stud I50 upon the hub I5I of the shifter fork I1 and said section I49is of sufficiently short radius to permit a spring I52 to slide theshifter fork 51 far enough rearwardly or to the right as viewed in Fig.3 for disengaging the clutch 50-5I in Fig, 1. It will befurther noted,while the control cam I 36 is in the neutral position, that a stud I53projecting outwardly from the hub 80 of the reverse shifter fork 19 ismaintained in the position shown in Fig. 3 by a reverse cam slot I54which has a long arcuate leg I55 and a short spur leg I56. When the pinI53 is in this position the shifter fork I9 is disposed rearwardly forholding the reverse idler gear 16 to the rear of and out of mesh withthe reverse train gears 15 and 60.

In conditioning the transmission for forward movement in first speed theoperator will exert a tensile force upon the cable I44whereby the rack Iwill be pulled upwardlyfor rotating the pinion I40 sufficiently to causethe cam plate I36 to be rotated counter-clockwise from the positionshown in Fig. 3 to the position shown in Fig. '1 with slot portion Adisplaced from the stud I36 and slot portion B at said stud. During suchrotation of the cam plate I36 the section I51 of its camming slot I31displaces the stud I38 upwardly for rotating the arm I24 and the crossshaft II9 clockwise, Figs. 1 and 3, whereby force is transmitted throughthe spring I20 for rotating the shifter fork 14 with the shaft II9. Thusthe splined member 63 is shifted forwardly and if the teeth 64 shouldthen be aligned with the spaces betweenthe teeth 66 this rotation of theshifter fork 14 will be sufficient for engaging clutch 65. If, on theother hand, the teeth 64 should be disaligned with the spaces betweenthe teeth 66, the member 63 will be restrained from further axialmovement when the bvelled end faces of these sets of teeth engagewhereupon the shifter fork 14 will cease rotating and the spring I20will be wound up as the shaft II9 completes its rotative movement. Inthis manner the spring I20 is energized for meshing the clutch teethupon subsequent relative rotation of the member 63 and the gear 6 I.

While the cam plate I36 was rotating from the position shown in Fig. 3to the position shown in Fig. 7 the reverse shifter fork 19 remained inthe position shown in Fig. 3 while the arcuate portion I55 of the camslot I 54 idly received the stud I53. Likewise, the short radius sectionI49 of the.cam plate passed idly along the stud I50 to leave thedisengaged jaw clutch 50-5I undisturbed. With the cam plate I36 set asshown in Fig. '1 the operator will accelerate the vehicle engine in thenormal manner for starting and if the vehicle is equipped with amanually operated clutch for connecting the engine crank-shaft with thetransmission drive-shaft 26 the operator will then cause engagement ofthis clutch, or, if the vehicle should be equipped with an automaticclutch as that shown in U. S. Patent No. 2,042,454, which engages uponthe engine crankshaft attaining a predetermined minimum speed, theoperator will simply open the engine throttle to cause engagement of theclutch. When the clutch engages, the gear 33 will be rotated clockwiseas viewed from the front or left end of the transmission driven shaftsby exerting an additional pull upon,

the cable I44 to advance the cam plate I36 into the position shown inFig. 8 with slot portion C receiving the stud I38. During this rotationof the cam I36 the edge section I58 of the cam slot I31 will cam thestud I36 downwardly for'rotating the arm I24-and the shaft II9counter-clockwise. This rotation of the arm I24 and of the shaft I I9will normally be incurred during power transmission through theestablished power train wherefore the frictional engagement of the teethin the clutch 65 prevents immediate separation of the clutchcounterparts so that pursuant to such manual setting of the cam platethe spring I2I will be wound up. Thus the setting of the cam plateamounts to a preselection of the next power train and the shift to thistrain is initiated by momentary closing of the engine throttle wherebythe frictional. engagement of the'counterparts in the clutch 65 isrelieved to enable the wound-up spring I2I to rotate the shifter fork 14counterclockwise for sliding the member 63 rearwardly incident todisconnectin the first speed power train and pressing the teeth 61against the teeth 69, and since the gear 62 is then rotating at greaterspeed than the driven shaft 21 and the splined member 63 the teeth 69will ratchet over the teeth 61 until such time as the vehicle engine'decelerates sufliclently for the gear 62 to synchronize with saidmember 63 whereupon the energized spring I2I will force the teeth 61into mesh with the teeth 69.-

While the cam I36 is in the second and fourth speed positions a part ofthe circular cam section I49 will remain engaged with the stud I50associated with the shifter fork 51 wherefore the spring I52 remainseffective for holding this shifter fork in the position corresponding tothe disengaged condition of the lockout clutch 50-5 I, Fig. 1. It willalso be observed that the arcuate leg I55 of the slot I54 issufficiently long to have moved idly past the stud I53 associated withthe reverse shifter fork while the cam I36 was moved from the positionshown in Fig. '1 to the position shown in Fig. 8.

In shifting from second to the third speed in which the drive shaft 26and the driven shaft spring I20 to the shifter fork 14. However, untilthe operator closes the engine throttle the frictional engagement of thecounterparts in the clutch 68 will prevent their separation so thespring I29 will be wound up. But when the throttle is later closed toinitiate the shift this frictional engagement terminates and the springis' then operable to slide the member 63 forwardly incident todisconnecting the second speed power train and pressing the ends of theteeth 64 against the ends of the teeth 66 in ratcheting relationinasmuch a the driven shaft and the splined member 63 are at this timerotating faster than the gear 6 I. v The shift into the third speedconnection is not attempted until after the vehicle has attained apredetermined minimum speed at which time the drive shaft 26 will berotating sufliciently fast to have thrown the inertia weights I06outwardly for shifting the sleeve II6 to the right whereby the arm III,the shaft 2 and the arm II3, Fig. 5, will have been rotated clockwiseand the cam plate 98 will have been rotated counter-clockwise forbringing the short radius cam section I82 beneath the stud I06 on thearm 93 to enable the spring 94 to have rotated the arm 93 and the crossshaft .9I clockwise, such clockwise rotation of the shaft 6| being studI41 on the arm I48. Thu at the time the cam plate I36 is rotated fromthe position shown in Fig. 8 to the position shown in Fig. '7 the spring94 will be causing the clutch teeth 64 to be pressed.

yieldingly against the ends of the clutch teeth 83 while the latter areratcheting over the former since the drive shaft rotates faster than thedriven shaft during the second speed connection. Therefore, incident tothe shift from second to third speeds and while the drive shaft 26 isdecelerating with the engine of which the throttle has been momentarilyclosed, the teeth 64 will be ratcheting over the teeth 66 while theteeth 83 are ratcheting over the teeth 84 although initially therelative movement between the teeth 83 and 84 will be greater than thatbetween the teeth 64 and 66 because the splined member 63 is rotatingwith the driven shaft 21 and theteeth 83 are rotating with the driveshaft 26. Inasmuch as the splined member 63. continues rotation with thedriven shaft 21 at substantially constant speed and since the gear 6|has no positive drive connection at this time for accelerating its speedto that of the driven member 63 the clutch teeth 64 and 66 continueratcheting. Meanwhile, the

,drive shaft 26'and the gear 33 decelerate with the engine until theteeth .83 reach synchronism with the teeth 84 whereupon the spring 94,Fig. 5, will slide the teeth 84 into mesh with the teeth 83 and therebyconnect the driving shaft 26 directly with the gear 6| through theclutch 82 and the splined connection 86 between the ring member 85 andthe hub extension 61 of said gear 6|. The frictional engagement of thedriven shaft 21 with the gear 6| and its hub '81 together with theimpositive rotative force applied to the gear 6| by the ratcheting ofthe teeth 64 over the teeth 66 resist deceleration ofthe said gear 6|during the aforesaid deceleration of the drive shaft 26, and since thegear 6| is connected with the driven member 48 of the overrunning clutch45, such driven member overruns the clutch driving ring 46 as permittedby the clutchrollers 41 while said ring and the gears 34 and 33decelerate with the shaft 26. This overrunning relation between thedriving and driven parts 46 and 48 of the overrunning clutch continuessubsequent to engagement of the clutch 82 for driving the gear 6|directly from the shaft 26, and upon subsequent acceleration of theengine the gear 6| will be accelerated to the speed of the driven shaftand the splined member 63 thereori whereupon the counterparts of theclutch 65 will synchronize and this clutch engage as the member 63 isslid axially forwardly by the force of the energized spring I28. Thethird speed power train is then established.

Although an independent speed responsive device I03 is here shown itwill be understood that this device could be part of a speed responsiveclutch as illustrated in my copending application Ser. No. 164,025,which has eventuated in Patent No. 2,237,297, dated April 8, 1941, andthat the manual means shown in said application for predominating oversaid speed responsive part of the clutch in releasing at will the Jawclutch controlled-thereby could also be incorporated in the pgesentstructure for manual release of the clutch While the drive and drivenshafts 26 and 21 are thus connected directly through the third speedpower train comprising the clutches 82 and 65, the gear 62 will bedriven at an overspeed through the fourth speed power train comprisingthe gears 6| and 58, the countershaft 42 and the gear 69. This fourth oroverdrive power train is.

preselected by the operator applying force through the cable I44 foragain rotating the cam plate I36 into the position illustrated in Fig. 8whereby the spring |2| is again energized as aforesaid for transmittingrotative force from the cross shaft II9 to the shifter fork I4 to slidethe member 63 rearwardly for engaging the ends of the teeth 6'! and 69upon momentary closing of the engine throttle. After the enginedecelrates sufficiently for the gear 62 to reach synchronism with thedriven shaft 21 and the member 63 the energized spring -I2I is effectivefor sliding said member 63 rearwardly as the teeth 61 are meshed withthe teeth 63. At this time the fourth speed or overdrive power trainwill be r established.

While power is transmitted between the gears 6| and 58 the helical teeththereon will effect a camming action urging these gear axially, and theslant of said teeth is so chosen that when power is transmitted from thegear 6| to the gear 68, while the fourth or overdrive train isestablished, the gear 6| will be urged forwardly. and that when power istransmitted from the gear 58 to the gear 6|, while the first speedpowertrain is established, the gear 6| will be urged rearwardly. Suchrearward thrust of the gear 6| is opposed by a thrust ring 2|5 whilebearing against a shoulder 2 I 6 ofthe driven shaft whereas the forwardthrust of the gear 6| is resisted by a thrust ring 2 H which is freelyrotatable upon the driven shaft 21 at a position between the Bear hub 81and the back end of the drive shaft 26. ltwill be recalled that duringoperation in the first speed power train the clutch is engaged wherebythe gear 6| is non-rotatively connected with the driven shaft whereforeno rotative movement occurs relatively to said gear 6| and the thrustring 2I5 while the latter absorbs the thrust of the former andconsequently no heat will be generated by friction between these parts.during operation of the fourth speed power train. Since the clutch 82 isconnected at this time the gear 6| and its hub 81 rotate in unison withthe drive shaft 26, and hence no relative rotation The thrust ring 2||functions similarly I occurs between the thrust ring 2" and the hub 81during pressure between these parts. Thus th structure avoids frictionalheat which would Should the operator wish to change from the fourthspeed power train to the third speed power train, he may do so byoperating the cable I44 for rotating the cam plate I36 into the positionshown in Fig. '7 and momentarily closing the engine throttle to enablethe spring I to disengage the clutch 68 and place the counterparts ofthe clutch 65 in ratcheting relation. Thereafter by opening the throttleand thus accelerating the chaft 26 and the gear 6| directly connectedtherewith, said gear 6| will reach synchronism with said member 63whereupon the spring I20 will cause the clutch 65 to engage.

While operating in third speed the operator may shift to the secondspeed power train by actuating the cable I44 for rotating the cam plateI36 into the position shown in Fig. 8, closing the engine throttle toenable the spring Hi to bring the rise I6Ia is positioned to passbeneath the stud I41 slightly prior to the rise I6I passing beneath thestud I50 to insure disengagement of the clutch 82 prior to meshing oftheteeth of said lockout clutch 505I.' With the overrunning clutch 45shunted out of operation in this manner the vehicle can be braked by theengine when descending long slopes or in any instance where it isadvantageous to so employ the engine for holding the vehicle under closesupervision.

Second typical operation of the transmission The transmission isoperable to effect an automatic shift from thefirst speed power train tothe direct or third speed power train. In bringing about such operationof the transmission the operator will rotate the cam plate I36 into theposition illustrated in Fig. '7 in the manner herein above described forengaging the clutch 66. The

the teeth of the clutch 68 into ratcheting relation, 7

faster than the teeth 84, the heel portion of theaccelerator pedal maybe released to again place the clutch 82 under control of the governorI03 and the spring 94.

Shifting downwardly from second speed to first speed is accomplished bya manual shift operation for rotating the cam plate I36 to the firstspeed position shown in Fig. 7 and subsequently momentarily closing ofthe engine throttle whereby the springIZO, energized by the aforesaidmanual shift operation, is effective for engaging the clutch 65 when theengine is later accelerated for speed ing up the gear 6| forsynchronization with the splined member 63. v

Attention is directed to the fact that the transmission may be placedin, neutral at any time by manipulation of the cable I44 to rotate thecam plate I36 into the neutral position shown in Fig.

3 and closing of the engine throttle to thus pro-.

stud I for shifting the shifter fork 51 and the clutch ring 52, Fig. 1,to the left. Slot portion D receives the stud I38 at this time withoutrota- Ytion having been imparted to the arm I24, and

' vehicle will then be started forwardly through the first speedpower'train which includes the gears 33 and 34, overrunning clutch 45,the gears 58 and 6I, said clutch 65 and the member 63 which is splinedto the driven shaft 21. When the vehicle attains a predetermined minimumspeed at which the intertia weights I06 are thrown outwardly to enablethe spring 94, Fig. 5, to rotate the shifter at substantially constantspeed with the driven shaft 21 whereby the spring 94 will causeengagement of the clutch 82; upon the attainment-of synchronism of saidteeth 83 with said teeth 84.

Upon this closing of the clutch 82 the drive and driven shafts 26 and 21will be coupled for rotation in a one to one ratio while the drivenmember 48 of the overrunning clutch is driven through the gears 6| and58 at an overspeed with respect to the overrunning clutch driving ring46. By leaving the cam plate I36 in the position shown in Fig. '7 forestablishing engagement of the clutch 65 the transmission will operateas a two speed automatic. transmission between the first speed and thirdspeed power trains. After establishment of the third speed power trainas above described the transmission will continue in operation throughthis power train so long as the vehicle proceeds at speeds above apredetermined minimum speed at which the inertia weights I06 will bemoved radially inwardly. Upon attainment of this predetermined minimumspeed and the inward movement of the inertia weights the cam 88 in Fig.5 will be rotated clockwise into the position shown for moving the arm93 and the shifter fork 90 counterclockwise to disengage the clutch 82whereby the third speed power train is interrupted and the first speedpower train becomes established for operation upon subsequent opening ofthe engine-throttle.

The first speed train can be established at will by depressing the heelportion of the accelerator pedal to cause disengagement of the clutch 82and then accelerating the engine to pick upythe I drive through theoverrunning clutch 45 included in the first speed train.

Third typical operation of the transmission cam plate I38 in theposition shown in Fig. 8 whereby the clutch 89 will be brought into use.

Assuming the clutch 89 to be thus closed and the clutch 82 open, thesecond speed power train will be established through the gears 33 and34, overrunning clutch 45, countershaft 42, gears 89 and 82. said clutch89 and the member 89 to the driven shaft 21. An automatic change can.then be made to the fourth speed power train at any time while thevehicle is proceeding sufliciently, fast for the inertia weights I08 tobe in their outward position 'with the effect of permitting the spring94, Fig. 5, to press the'clutch teeth 84 in ratcheting relation with theclutch teeth 83. Such change to the fourth speed power train isinitiated by closing the engine throttle to cause deceleration of theclutch teeth 83 relatively to the. clutch teeth 98 as permitted by theover-running cluch 45 and synchronization of the clutch teeth 83 and 84whereupon the clutch 92 is closed by the force of the spring 94. Thefourth speed power train including said clutch 82, gears 8| and 88,countershaft 42. gears 59 and 82, clutch 88 and the splined member 83will then be established. Operation through this power train will becontinued until the vehicular speed decreases to a point where theweights I88 are drawn Tinwardly and the cam 98, Fig. 5. actuated fprdisengaging the clutch Bland thus reestablishing the second speed powertrain. Reestablishment of the second speed power train can be effectedat will by pressing upon the heel of the accelerator pedal to disengagethe clutch 82 and accelerating the engine.

The transmission normally will be operated in the present automaticrange during open highway driving where higher vehicular speeds areused.

The reverse power train Establishment of the reverse power train isaccomplished by rotating the cam plate I98clockwise from the neutralposition shown in Fig. 3

slot I31 moves idly along the stud I38 so thesplined member 83 remainsin the neutral position with the reverse gear 15 aligned with thereverse gear 80 and the forwardly moved idler gear 18 is disposedmutually in mesh with said gears 89 and 15. Also at this time the studIII! will have been cammed forwardly by the camming .sect'ion I59 on thecam I36and will rest against a portion of the greater radius cam sectionI80 whereby the spring I52, Fig. 3, will be compressed g and drivenshafts of that transmission are conand the shifter fork 81 shiftedforwardly to engage thelockout clutch 508I for the overrunning clutch45. The reverse power train thus established includes the gears 33 and34, said clutch III-5|, ring 52, spline connections 53 and 48,countershaft 42, and the gears 88. I8 and 15 to the driven shaft 21.

Connection for starting engine by movem nt of vehicle a .arm to berotated independently of the link under normal operating conditions. Theoperator in establishing the fourth speed train must also manipulate thecontrol cable I44, Fig. 4, to place the cam I38 in the position shown inFig. 8 for causing engagement of the clutch 68.

First modification The modified form of the invention shown in Figs. 10to 15, is also a four-speed structure with two automatic two-speedranges and differs from the first embodiment primarily by employingpower trains of different speed and control means which changes theorder in which the power trains are established. The above describedtransmission is designed for use upon a motor vehicle having rear axlegearing of the conventional ratio, the third speed being obtained whenthe drive nected directly in a one-to-one ratio and the fourth oroverspeed being obtained when the driven shaft is connected through apower train causing it to be driven at greater speed than the driveshaft. This second embodiment of the invention on the other hand isdesigned for use upon a, motor vehicle with a geared up" rear axlegearing so that when the drive and driven shafts 28' and 21' of thistransmission are connected directly in a one-to-one ratio the roadwheels will be driven at substantially the same speed with respect tothe transmission drive shaft as these road wheels would be driven withrespect to the transmission 'drive shaft of the first embodiment whenthe fourth speed power train of said first embodiment is disposed inserial relation geared up rear axle gearing, over-all driving speedsbetween the transmission drive shaft and the vehicle road wheelscorresponding respectively to the driving speeds produced by the threelower speed power trains-of the above described embodiment when they aredisposed in serial relation with a conventional rear axle gearing.

Since the parts in this second form of the invention are similar tothose above described in the first form of the invention, thisdescription is expedited by applying the same reference characters tothe respectively corresponding parts but with a prime added.

The firstspeed power train is established by shifting the splined member83' rearwardiy for engaging the clutch 88, power being then transmittedfrom the drive shaft 28 through the gears 38' and 94', overrunningclutch 45', countershaft 42', gears 59 and 82', said clutch 88 and thesplined member 68 to the driven shaft 21'.

The second speed power train is established when the splined member83'is slid forwardly for engaging the clutch 65, the power being thentransmitted through the gears 33' and 34', overrunning clutch 45', gears58' and 8|, said clutch 88' and the member 93' to the driven shaft 21'.

Third speed is attained by the concurrent engagement of the clutches82"and 88' Wherefore the power is transmitted from the drive shaftthrough said clutch 82', clutch ring 95', splined connection 88', thehub extension 81 of the gear 8|, gears 8| and 58', countershaft 42',scans 7 68 and 62. clutch 66 and the member 63' to the driven shaft 21'.

The fourth speed power train is established by h concurrent engagementof the clutches 62 and 66 to provide for the transmission of the powerfrom the drive shaft through said clutch 63, clutch ring 85, splinedconnection 66, hub extension 81 of the gear 6|, said clutch 66' and thesplined member 03 to the driven shaft.

It will be seen in the present transmission that the member 63' must beshifted rearwardlyfor engaging the clutch 68 when the first and thirdspeed power trains are established and that said member 63 must beshifted forwardly for engagrespectively provide for the condition of theclutches 82 and 66-6I and the reverse idler gear 16.

when the cam plate I36 is set for first and third speeds with thecamming slot portion 28 in receiving relation with the stud I38, asshown positions, the corresponding portions A and A A of thecammingslots I31 and I31 are atthe same radial distance from the axis of theirrespective cams whereby the studs I36 and I38 are both disposed in theneutral position.

In rotating the cam plate I36 counter-clockwis'eto theposition shownin'Flg. 13 for establishing the first speed power train it is necessaryfor the member 63 to be moved rearwardly for engaging the clutch 68wherefore the first and third speed portion B of the groove I31 isdisposed radially inwardly of the cam I36 with respect to the neutralportion A of this cam, the portion B being disposed circumferentially ofthe cam I36 in the position corresponding tothat of the portion B of thecam I36 but being disposed radially of the cam I36 at a distancesuitable for moving the stud I38 downwardly far enough to effectengagement of the clutch 68'. The present transmission employs springscorresponding to the springs I20 and I2I in the first describedtransmission, and of which springs an end section .of the spring I20corresponding to the spring I20 is shown in Fig. 10.

Upon rotation of the cam plate I36 into the position shown in Fig. 14for shifting the splined member 63 forwardly preparatory to establishingeither the second or fourth speed power trains, it will be necessary forthe stud I36 to be moved upwardly wherefore the groove portion C forreceiving the stud I38 is spaced more distantly radially outwardly ofsaid cam I36 than the neutral portion A of this slot.

With the exception of the slot I31 in the cam I36, the camming sectionsof said camare the same as those of the cam I36, and since the'portionsA, B and C of said slot I31 are arranged circumferentially of the camI36 in the same order and spacing as are the portions A, B and C of theslot I31 in the cam plate I36, corresponding rotative positions of thecams I36 and I36 will result in corresponding connections of powertrains. Thus it will be observed upon comparing Fig. 11 with Fig. 3,that the lobe I46, the circular profile I49 and the cam slot I64 arerespectively positioned for holding the clutch 83' disengaged, forholding the clutch 60'6I' disengaged and for holding the reverse idlergear 16 in the inoperative position similarly to which the lobe I46, thecircular profile I48 and the cam in Fig. 13, the short radius sectionbetween the lobe I46 and the rise I6 la is in registry with the stud I41to leave the clutch 62 under control-of the speed responsive mechanismI03, the short radius section I46 is in registry with the stud I60 toprovide for disengagement of the clutch.

60e-6I and the leg I66 oi the camming slot I64 is in idling receivingrelation with the stud I63 whereby the reverse idlergear 16 is held inthe inoperative position. Thus the cam I36 while in this positionfunctions in all respects similarly to the cam I36 when correspondinglypositioned as illustrated in Fig. '1. when the cam plate I36 is rotatedcounterclockwise a step further for bringing the cam slot portion C intocooperative relation with the,

stud I38 which position, shown in Fig. 14, corresponds to the second andfourth speeds, a portion of the short radius section of the cam profilebetween the lobe I46 and the rise I6Ia is in registry with the stud I41to still provide forthe -clutch 82 being under control of the speedresponsive mechanism, the curved profile section I48 presents a, portionto the stud I whereby the clutch 60-6I remains disengaged and the camslot leg I66 still idly receives the stud I63 with the reverse idlergear 16 in the inoperative position. Hence ,the cam I36 while in thisposition functions in all respects similarly to the cam I36 when inthecorresponding position shown in Fig. 8.

While the transmission is operating through the second speed powertrain, this power train may, be converted into a twov'vay-drive train byrotating the cam plate I36 counter-clockwise until the slot section D iscarried into receiving relation with the stud I38. Such movement of thecam I36 relatively to the stud I36 imparts no movement to said stud butpursuant to this rotation of said cam the lobe I46 will be carriedagainst the stud I60 for shifting this stud to the left and causingengagement of thelockout clutch 60-6I' for the overrunning clutch 46.Simultaneously the rise I6Ia' will be passed beneath the stud I 41' forlifting said stud for positively holding the clutch 82 disengaged. Whilein this position the cam plate I36 functions in all respects similarlyto the cam plate I36 when it occupies the corresponding positionillustrated this stud in a position providing for disengage-' ment ofthe clutches 65 and 68' and alignment of the gears 66 and 15. Also asection of the profile I60 will be disposed against the stud I60 forholdingthe same to the left and thus providing for engagement of thelockout jaw clutch 60'6I for the overrunning clutch 46. While in thisposition the cam I36 functions in all respects similarly to the cam I36in the corresponding position shown in Fig. 6.

slot I64 76 Attention is directed to the fact that the beveliing on theclutch 65' is reversed with respect to the bevelling upon the clutch 6|.Bevelling of the teeth of these clutches 65' and 66' is determined bywhich of the counterparts thereof is to be rotating at the greater speedwhen their tooth end faces are pressed together preparatory to beingmeshed. Referring to Fig. 10 it will be seen while the transmission isoperating through the first speed power train including the gears 52 and62' that the gears'56 and N of the second speed power train will causethe clutch teeth 66' to be rotating at greater speed than the teeth 64'which at that time are rotating with the driven shaft.

After establishment of the second speed power train and attainment ofthe vehicular speed at which the speed control mechanism is actuated forpressing the clutch teeth 34' against the end faces of the clutch teeth63' the establishment of the third speed power train is initiated bymomentary closing of the engine throttle which is followed by closing ofthe clutch 32' when the engine and the clutch teeth 33' decelerate tothe speed of the clutch teeth 64'. Meanwhile, the clutch teeth 61' willhave been rotating at a speed in excess of the clutch teeth 69' and thebevelling upon the teeth of the clutch 68' is such as facilitatesratcheting of the faster rotating teeth 61 over the teeth 69' at thetime the member 63' is slid rearwardly as a part of the action involvedin this shift from second speed to third speed. Subsequent to theaforesaid engagement of the clutch 82' and reopening of the enginethrottle the gear- 62' will be speeded up to synchronisrn with themember 63' at which time the clutch 65' will fall into mesh forestablishing the third speed power train.

20 r with a countershaft gear 222 which has along sleeve-like hub 223journalled by means of needle bearing sets 224, 225 and 226 upon a rod221 suitably anchored in the ends of a gear box 228. Power istransmitted from the gear 222 through an overrunning clutch 229 similarto the clutch 45 hereinabove described and including a driving ring 236,clutch rollers 23! and an actuator member 232 having a splined hub 233.From this hub 233 the power is transmitted to a countershaft gear 234through a splined connection 235, said gear being journalled upon a setofneedle bearings 236 which ride about the sleeve 223. The

242 by means of a shifter fork 244 shown in Fig. 18. Said first speedpower train is mobilized when the teeth of the clutch 231 are meshed.Thus the gear 24! which is rotatable about the sleeve 223 andheldagainst axial movement by thrust bearing members 245 and 246 isdriven through the clutch 231 and drives a gear 241 which is journalledby means of its hub 248 upon a hub 249 of a gear 250 which is splined at25! to a transmission driven shaft 252. Power is transmitted from thegear 241 through an over- During operation of the third speedpower trainthe gear 6!, which is connected through the clutch 82' with the driveshaft 2'', will be Second modification The third embodiment of theinvention, shown in Figs. 16 to 19, has four forward speeds, and, likethe second embodiment. is designed for use in combination with a gearedup" rear axle. When this transmission is employed in combination withsuch a rear axle the first, second and third forward speeds which areobtained through power trains including speed reduction gearingrespectively correspond to the first, second and third speeds (of whichthe third is obtained by direct connection of the drive and drivenshafts) of a conventional three speed transmission in conjunction with aconventionally geared rear axle, while the fourth or direct speed ofthis transmission corresponds to a fourth or overdrive speed of such aconventional transmission when operating with an overdrive device.

The first speed power train comprises a gear 220 integral with a driveshaft 22! and meshed running clutch 253, of ,which said gear is thedriving member, clutch rollers 254 and an actuator member 255 which issplined to the driven shaft 252. This actuator member 255 is adapted towedge the rollers 254 against the inner periphcry of the gear or drivingmember 241 when said gear is rotated clockwise as viewed from the frontend of the transmission and thus cause transmission of driving forcefrom said gear through the frollers and the actuator member to thedriven sha t.

The second speed power train includes the drive shaft gear 220, thecountershaft gear 222, overrunning clutch 229, splined connection 235and the gear 234 in common with the first speed power train. However,the second speed power train which includes gears 234 and 26!) becomeseffective and shunts out the remaining portion of the first speed trainwhen an overrunning jaw clutch 256 is closed. Said clutch 256 includesclutch teeth 251 projecting forwardly from a member 258 which is splinedto and axially slidable upon the driven shaft 252, and clutch teeth 259projecting rearwardly from gear 260 journalled upon the driven shaft.During operation of the second speed power train the driven shaft willrotate faster than the gear' 241 as permitted by the overrunning clutch253.

Third speed is obtained when the clutch 2 56 is disengaged and a clutch26! is engaged. Clutch 26! comprises clutch teeth 262 and 263 which arerespectively upon a ring 264 and the back end of the gear 226. Said ring264 is splined at 265 to the hub 266 of the gear 260. Hence when theclutch 26! is closed, and the clutch 256 opened, power maybe transmittedfrom the drive shaft to the driven shaft through the third speed powertrain comprising said clutch 26!, the ring 264, splined connection 265,gear hub 266, gears 26!] and 234, clutch 231, gear hub 24!], gears 24!and 241 and the overrunning clutch 253 to the driven shaft. Meanwhilethe actuator member 232 of the overrunning clutch 229 will be rotatedfaster than the ciutchring 230 as permitted by the clutch rollers 231.

Fourth speed is obtained by connecting the drive and driven shafts 221and 252 for rotation in unison and the power train for accomplishingthis is effected by concurrent engagement of the clutches 281 and. 256,power then being transmitted from the 'driveshaft through said clutch261, clutch ring 264, splined connection 265, gear hub 266. gear 260,clutch 256 and the splined member 258 to the driven shaft 252.Concurrently the actuator member 232 of overrunning clutch 229 will bedriven at an overspeed with respect to the clutch ring 230' as permittedby the clutch rollers 231 and the actuator member 255 of the overrunningolutch253 is driven at an overspeed with respect to the gear 241 aspermitted by the clutch rollers 254. i V

The reverse power train includes the gears 220 and 222, the sleeve hub223 for the gear 222, a gear 210 which is splined at 211 to a rear endsection ofsaid sleeve hub, a reverse idler gear 212 which is freelyrotatable upon" a coii'ntertrain is mobilized when the clutches 231, 256and 261 are disengaged and when the idler gear 212 is slid rearwardlyinto mutual mesh with the gears 210 and 250 in the well-known manner.

The gear 260 which corresponds to the gears 61 and 61' in the first andsecond embodiments is provided with axial thrust absorbing means in theform of a thrust ring 261 that functions similarly to the rings 215 and215 and a ring". 268 corresponding to the rings 211 and 211'. The slantof the teeth on the helical gears 234 and 260 is such that duringoperation in second speed when the gear 260 is connected nonrotativelywith the driven shaft 252 by the clutch 256 and power is transmittedfrom the gear 234 to the gear 260 said teeth will impart rearward axialforce to the gear 260,. and since the gear is held non-rotatively uponthe driven shaft this force will be absorbed by the ring 261 while norelative movement occurs between this ring and the gear wherefore nofrictional heat is generated. During operation in the third speedconnection while the clutch 261 is engaged and power is transmitted fromthe gear 260'to the gear 234, said gear 260 which is then held innon-rotative relation with respect to the drive shaft will be urgedforwardly by said gear teeth but this axial force of the gear will beabsorbed by the thrust bearing 268 which is then clamped between the hub266 and the back end of the drive shaft 221 for rotating with theseparts relative to the more slowly rotating driven shaft 252. Hence againthere is no relative movement between the gear 260 and the cooperativethrust ring.,

A lookout for the overrunningv clutch 229 is provided as in the firsttwo embodiments of the invention to convert the second speed power traininto a two-way-drlve train. This lockout is in the form of a jaw lclutch215 which includes teeth 216 on the overrunning clutch ring 230 andteeth 211 meshable with the teeth 216 and integral with a ring 218 whichis splined at 219 to the hub 233 of the clutch actuator member 232. Agroove 280 in the ring 218 accommodates the shoes as.

281 of the shifter fork 282.

Alternative controls are shown for this third form of transmissionapparatus. The first of these controls is illustrated in Figs. 17 and 18and is adjustable for setting the transmission to pressing a spring 302.

enable an automatic shift from first speed to second speed and fromsecond to fourth speed. The control also includes means manuallyoperable at will for disruptingthe fourth speed power train incident toestablishing the third speed power train.

Referring now to 'Figs. 17 and 18, the controls will be seen to includea shaft 290 journalled in a sleeve 291 which in turn is Journalledwithin a bearing 292 in a side wall of the gear box 228. Rotation of theshaft 290 is effected manually by means of a control arm 293 and theinner end of this shaft carries a generally circular cam plate 294.

The com plate 294 and its control arm 293 (represented by dot-dashlines) are shown in the neutral position in Fig. 18. The letter Ndesignates such neutral position of these parts,

7 lock designates a special position into which said parts are settablefor eliminating the overrunning feature of the second speed train. 4

Said cam plate 294 comprises a long radius profile section 295, a risesection 296 and a short radius section 291 cooperable with a stud 298upon one end of a lever 299 pivoted upon a stub shaft 300 and operablewhen in the counterclockwise position shown for maintaining the shifterfork 282 in its right or rearmost position upon the shifter fork rod 301while com- The back end of the spring 302 bears against a collar 303suitably fixed to the rod so that when the cam 294 is rotatedcounter-clockwise sufficiently to carry the short profile section 291into registry with the stud 298 such spring 302 will be effective forsliding the fork 202 forwardly incident to pivoting the lever 299clockwise and disposing the stud- 298 against said profile section 291.This forward movement of the shifter fork 282 slides the clutch ring218, Fig. 16, forwardly for engaging the lookout clutch 215 duringoperation of the second speed power train for making this traintwo-way-drive in character.

One portion of an irregular slot 304 in the cam' plate 284, and for themost part shown in dotted outline behind a cam plate 305 upon the sleeveshaft 291, receives and cooperates with a stud,

Another portion of the cam slot 304 receives and controls the positionof a stud 309 of which an end is anchored in an arm 3| 0 which is freelypivotal upon a cross shaft 31 l'journalled in opposite side walls of thegearbox. Said stud309 is also pivotally connected with one end of a link312 of which the. opposite end is pivotally connected with an arm 313 bymeans of a pin 314. A stub shaft 315 serves as a pivot for the upper endof the arm 313 while the lower end of'this arm is disposed between a,pair of bosses 316 and 311 upon a hub 318 of a shifter fork 319 for thereverse idler gear 212 shown in full lines in Fig. 17 and in dottedoutline in Fig. 16. Shoes as 320, of which one is shown in dottedoutline in Fig. 17, upon the legs of the shifter fork 319 cooperate witha groove 321, Fig. 16, in the hub of the gear 212 for moving this gearaxially upon its countershaft 269.

Respectively long and short-radius'proflle sections 322 and 323 and arise section 324 on the cam' 234 cooperate with a stud 325 upon thelower end of an arm 325. The upper end of this arm is fixed to thepivotal cross shaft 3!! by means of a pin 321. Fig. 17. A coil spring334 under tension about the shaft 3!! has an end section 335, Fig. 18,hearing against a cover plate 335 and an opposite end section 331bearing against the back side of a shifter fork 33! of which the hub 330is pivoted on said shaft and thus constantly exerts a force tending torotate this shifter fork clockwise as viewed in Fig. 16 for engaging thejaw .clutch 255, there being trunnions 332 operatively connecting thelegs of the shifter fork 33! with a shifter shoe 333 for the splinedmember 253. So long, however, as the cam profile section 322 is inregistry with the stud 325, the arm 325 and the cross shaft 3!! aremaintained at a counter-clockwise oscillative limit in which a pin 328on the shaft 3! I, while bearing against a stud 323 on the hub 330 ofthe shifter fork 33!, holds the shifter fork (against.

the force of the spring 334) in the counter-clockwise position shown inFig. 16 for effecting disengagement of the law clutch 255.

A lobe 333 upon the cam plate 234, a. rise 333, a short radius section340, a second rise 34! and a dwell 342 cooperate with a stud 343 on anarm 344 of which the hub 345 is fixed to a cross shaft 346 which isjournalled in the opposite side walls of the gear box. A shifter form343, Fig. 16, journalled upon the shaft 345 has trunnion-like bearingmeans, similar to that shown at 332 in association with the shifter fork33!, for establishing an operative connection therebetween and a'shifterfork shoe 349 having a flange 350 disposed in a groove 35!circumscribing the clutch ring 264. A coil spring. 352, Fig. 18, isplaced about the shaft 345, said spring having an end section 353bearing against the cover plate 335 and an-opposlte end section (notshown), similar to the end section 331 of the spring 334, bearingagainst the back side of the shifter fork 343 and thus urging saidshifter fork to pivot clockwise as viewed in Fig. 16 for engaging theclutch This force of the spring 252 is contravened by a stud (not shownbut similar to the stud 323 on the'fork 321) on the fork 348 which abutsagainst a pin (not shown butsimilar to the pin 323 in the cross shaft 3|I) in the cross shaft 345 when the lobe 338 on the cam 234 is disposedin registry with the stud 343 whereby the arm 344, the shaft 348 and theshifter fork 348 are maintained in the counter-clockwise position shownin Figs. 16 and 18. I

The sector-like cam plate 305 is rotatable independently of the camplate 234 by means of an arm 355 upon the outer end of the sleeve 23!.The studs 325 and 343 are sufficiently long to cooperate with the camplate 305 as well asthe cam plate 234 as can be seen upon examining thestud 325 in Fig. 1'1. Said arm 355 is operated by a speed responsivedevice as that mentioned hereinabove in the description of the firstembodiment and such as that shown at 003 in Fig. 1. At low speeds of thetransmission drive shaft 22! this speed responsive device will functionto cause the cam plate 305 to occupy the position shown in Fig. 18 butupon a predetermined increase in speed of said shaft the arm 355, thesleeve 23! and said cam plate 305 will be rotated counter-clockwise forcarrying the lobes 355 and 351 thereon from registry with the studs 343and 325 and placing the short radius sections 353 and 353 in registrywith these studs to permit clockwise rotation of the arm 344 and 325 bythe force of the springs 352 and 334 to place the clutches 23! and 255in ratcheting relation and to cause engagement of these clutches v uponsynchronisation of their counterparts as will be explained presently.

Operation of the second modification In starting the vehicle forwardlyfrom rest a control linkage (not shown) reaching from the arm 233 intothe driver's compartment will be manipulated by. the operator forrotating said arm from the neutral position N, Fig. 18, to position F.This'having been done the operator will cause the drive shaft 22! to beclutched in driving relation with the vehicle engine and if a speedresponsive clutch, as that mentioned hereinabove in connection with thefirst described embodiment, is disposed between the engine and thetransmission drive shaft said shaft will be automatically connected withthe engine pursuant to engine acceleration.

Such movement of the control arm 203 from position N to position F willrotate the cam plate 234 counter-clockwise for placing the short radiussection 340 in registry with the stud 343 and for placing the shortradius section 323 in registry with the stud 325 and thereby leavingthese studs 343 and 325 in theposition shown, under control of the lobes355 and 351 on the governor controlled cam 305, for maintainingdisengagement of the clutches 25! and 255. This counterclockwiserotation of the cam 234 also carries section I of the cam slot'304 intoregistry with the stud 305 whereby said stud and the shifter fork 244are slid forwardly upon the rod 30! to engage the clutch 231, Fig. 16.The stud 303 remains in the position shown during rotation of the arm233 from position N to position F while the arcuate section III of theslot 304 moves idly past said stud. Consequently the reverse arm 3I3remains in the neutral position shown whereby the reverse idler gear 212remains out of mesh with the reverse geais 210 and 250. Furthermore, aportion of the long radius section 235 of the cam 234 slides past thestud 233 to avoid disturbance of the disengaged condition of the lockoutclutch 215, Fig. 16.

- Following the connection of the drive shaft 22 with the vehicleengine, the vehicle will be driven forwardly through the first speedpower train including the gears 220 and 222, overruning clutch 223,splined connection 235, the hub portion of the gear 234, jaw clutch 231,gears 24! and 241 and the overrunning clutch 253. Uponthe vehicleattaining a predetermined speed the aforementioned speed responsivedevice, acting through the arm 355, will rotate the cam plate 305counter-clockwise for bringing the short radius profile sections 353 and353 into registry with the studs 343 and 325 to enable the springs 352and 334 to pivot the arms 344 and 325 counter-clockwise pursuant toplacing the clutches 25! and 253 in ratcheting relation. At this timethe second speed gear 250 will be rotating faster than the driven shaft252 with which the splined member 255 rotates wherefore the ends of theclutch teeth 253 and 251 are bevelled in the manner shown to facilitateratcheting of the teeth 253 over the teeth 251. Likewise, the driveshaft 22! upon which the clutch teeth 253 are fixed will be rotatingfaster than the second speed gear 250 with which the clutch teeth 252rotate wherefor the ends of the teeth 252 and 253 are bevelled

